Note: Descriptions are shown in the official language in which they were submitted.
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MOBILE PORTAL FOR RFID APPLICATIONS
CROSS-REFERENCE TO RELATED APPLICATIONS
This application claims the benefit of U.S. Provisional Application No.
60/657,655,
filed 1 March 2005.
BACKGROUND OF THE INVENTION
1. Technical Field of the Invention
The present invention relates to the field of radio frequency identification
(RFID)
systems.
2. Description of Related Art
Conventional RFID technology is focused on techniques for scanning items (such
as
pallets, baggage, products, and the like) using either passive or active
wireless interrogation
at distances of between approximately 2-10 feet. Such a wireless interrogation
process serves
to replace the need of prior art bar code scanning systems that manually scan
each individual
item, with a more efficient process that allows for a one-time remote scan of
all included
items. RFID-based scanning thus reduces the labor associated with manually
manipulating
items in order to access a bar code label.
A typical RFID system installation places wireless interrogators at fixed
locations
known as "portals." As tagged items pass through (or just in proximity to)
these fixed portals
(for example, as carried by a person, vehicle or machine), the associated RFID
tag for the
item is wirelessly interrogated to obtain item identification information.
This identification
information is then associated with information relating to the identity
and/or position of the
fixed portal that made the read. The collected information is then reported to
a central data
processing system where the information can be viewed and stored for purposes
of later
query and manipulation.
The successful deployment of such RFID systems has heightened industry's
awareness of the potential for a truly fully automated data tracking and
monitoring system.
With this emerging technology comes unique concepts for its use in
productivity monitoring.
Therefore, it can be seen that a need yet exists for an enhanced RFID system
that
provides superior functionality and usefulness over conventional RFID-based
systems. It is
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to such a mobile portal for RFID applications that the present invention is
primarily directed.
BRIEF SUMMARY OF THE INVENTION
Briefly described, in its preferred form, the present invention is a mobile
RFID portal
that is associated with a mobile asset, such as vehicle. An RFID interrogator
is positioned on
the mobile asset and operates to wirelessly interrogate for proximately
located RFID tags
attached to items. A wireless radio frequency (RF) communications transmitter
also
positioned on the mobile asset is coupled to the RFID interrogator and
functions to establish a
data communications link with a central data processing system. The RFID
interrogator
captures "captured item identification information" from proximately located
RFID tags
(either passive or active tags), and the RF communications transmitter
transmits the captured
item identification information over the data communications link to the
central data
processing system.
As a further enhancement, the RF communications transmitter may further
include
functionality for determining information regarding the mobile asset, "mobile
asset
identification information", preferably being location information. The RF
communications
transmitter can then transmit both the captured item identification
information and the mobile
asset identification information over the data communications link to the
central data
processing system.
The captured item identification information and the mobile asset
identification
information may then be associated with each other by the central data
processing system,
thus allowing for the determination of not only what items were present, but
also where those
items were located when their RFID tags were read.
In one preferred embodiment, the mobile RFID portal of the present invention
is
associated with a mobile asset such as a forklift. As the operator of that
mobile asset moves
about an environment, such as a warehouse, moving items, the mobile RFID
portal uses its
wireless interrogator to identify items being handled by that mobile asset,
and further uses its
RF communications transmitter to transmit the captured item identification
information,
along with the mobile asset identification information, to the central data
processing system
over the data communications link.
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In another preferred embodiment, the mobile RFID portal further determines the
mobile asset location at each wireless interrogation, and includes the mobile
asset
identification information, being location information, along with the
captured item
identification information in the RF communication to the central data
processing system.
Advantageously, this allows for the monitoring of the mobile asset operator
and asset location
while efficiently, cost-effectively and reliably tracking the identification
of items being
moved. This concept essentially creates a "mobile" RFID portal operable to
track tagged
items, and the mobile assets that manipulate those items, in real-time
throughout the supply
chain.
In another preferred embodiment, the mobile RFID portal comprises an RFID
reader
mountable to a mobile asset/vehicle and a communicator associated with the
RFID reader for
actuating the RFID reader to read identifications of proximately located RFID
tagged items
when predetermined mobile asset/vehicle operational data is identified.
In yet another preferred embodiment of the present invention, a system is
provided,
and comprises a mobile RFID portal for attachment to a mobile asset/vehicle.
The mobile
RFID portal includes an RFID reader for reading identifications of proximately
located RFID
tagged items, and a communicator coupled to the RFID reader to receive the
read
identifications, and communicate the received read identifications over a
wireless interface.
A central data processing system is coupled to the wireless interface to
receive the read
identifications communicated from the communicator in the mobile RFID portal.
Another preferred embodiment of the present invention comprises a system
provided
with a mobile RFID portal for attachment to a mobile asset/vehicle. The mobile
RFID portal
includes an RFID reader for reading identifications of proximately located
RFID tagged
items, and a communicator coupled to the RFID reader to receive the read
identifications, and
communicate the received read identifications over a wireless interface. A
gateway node is
operable to wirelessly communicate with the communicator in the mobile RFID
portal over
the wireless interface and receive the communicated read identifications.
In another preferred embodiment of the present invention, a mobile RFID portal
is
provided, and comprises an RFID reader for mounting to a mobile asset/vehicle,
and a
communicator connected to the RFID reader. The communicator actuates the RFID
reader to
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read identifications of proximately located RFID tagged items, receives the
read
identifications, and communicates the received read identifications over a
wireless interface.
In accordance with yet another preferred embodiment, a system of the present
invention comprises a central data processing system and a plurality of
gateways each
connected to the central data processing systein and each supporting
communications over a
wireless interface. A plurality of mobile RFID portals are also included, with
each mobile
portal attached to a mobile asset/vehicle. Each mobile portal includes an RFID
reader for
reading identifications of proximately located RFID tagged items, and a
communicator
coupled to the RFID reader to receive the read identifications and communicate
the received
read identifications over the wireless interface, through one of the gateways,
to the central
data processing system.
In accordance with yet another preferred embodiment, a system for tracking
RFID
tagged items comprises a plurality of mobile RFID portals for attachment to a
plurality of
mobile asset/vehicles. Each mobile RFID portal includes an RFID reader for
reading
identifications of proximately located RFID tagged items, a data storage
device for storing
read identifications, and a communicator for transmitting read identifications
over a wireless
interface. The system may also include a central data processing system
coupled to the
wireless interface to receive the read identifications communicated from the
communicators
in the plurality of mobile RFID portals. Additionally, the central data
processing system
maintains records of the location of a plurality of RFID tagged items present
in a
predetermined geographic area and it receives data from each of the plurality
of mobile RFID
portals representative of the RFID tagged items moved by the mobile
asset/vehicle associated
with the respective mobile RFID portal. Furthermore, one or more of the
plurality of mobile
RFID portals reads the identifications of proximately located RFID tagged
items a first time
when a first predetermined mobile asset/vehicle operational data is identified
and a second
time when a second predetermined mobile asset/vehicle operational data is
identified. The
one or more of the plurality of mobile RFID portals may also transmit data
representative of
the RFID tagged items read the first time and the second time along with a
location at which
the second reading was made to the central data processing system. Finally,
the central data
processing system stores the data representative of the location at which the
second reading
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was made as a current location for each of the RFID tagged items that were
read both the first
time and the second time.
These and other objects, features and advantages of the present invention will
become
more apparent upon reading the following specification in conjunction with the
accompanying drawing figures.
BRIEF DESCRIPTION OF THE FIGURES
Fig. 1 is a block diagram of an asset/item monitoring system in accordance
with a
preferred embodiment of the invention;
Fig. 2 illustrates an implementation configuration for the system of Fig. 1;
Fig. 3 illustrates an operational implementation diagram for a vehicle asset
communicator in accordance with a preferred embodiment of the invention; and
Fig. 4 is a functional block diagram illustrating the operation of the system
of Fig. 1.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
Referring now in detail to the drawing figures, wherein like reference
numerals
represent like parts throughout the several views, Fig. 1 illustrates a block
diagram of an
asset/item monitoring system 10 in accordance with a preferred embodiment of
the invention.
The system 10 includes at least one RFID tag 12. The RFID tag 12 can be a low
cost
device of known passive or active design (such as, for example, the tags
supplied by
Matrics/Symbol Technologies, Inc.) that can be attached to an item 14 to be
tracked. The
item 14 may range in size from a relatively small article (such as a product,
package or box)
to a relatively large article (such as a pallet, crate or container).
The system 10 further includes a vehicle asset communicator (VAC) 16, which is
a
device that is installed on preferably each mobile asset (i.e., a vehicle,
such as, for example, a
forklift, man-lift, truck, trailer, pallet rider, order picker, loader,
handler, airport ground-
support vehicle, and the like, which operates to manipulate tagged items). The
vehicle asset
communicator 16 is operable to effectuate data cbmmunication transmissions
over a radio
frequency (RF) data communications link 18.
The vehicle asset communicator 16 can further include a peripheral interface
20
through which interconnection for data communication can be made with one or
more
peripheral data sensing and data capture devices 22. The information collected
by the
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peripheral devices 22 is then packaged by the vehicle asset communicator 16
for transmission
over the data communications link 18.
At the other end of the data communications link 18, a central data processing
system
24 receives and processes the information communicated from the vehicle asset
communicator 16. The processing of the communicated information in the central
data
processing system 24 may include displaying the information, storing the
information,
searching the information, manipulating the information, and the like data
processing
operations known and understood to those skilled in the art. Accordingly, the
central data
processing system 24 may, in one embodiment, take the form of a server and
database. As an
example, the central data processing system may include Windows -based
software for the
purpose of monitoring and tracking the movement of the items throughout an
area or facility
both historically and in real-time. The software could also be used to monitor
the
productivity of the industrial vehicle/asset operators and equipment, as well
as for fleet
maintenance scheduling and safety checking.
Central data processing communication over the data communications link 18 is
supported by one or more gateway devices 26. One or more gateway device(s) 26
are
mounted at strategic locations so as to facilitate communication of data
between the vehicle
asset communicator 16 and the central data processing system 24. Gateway
devices 26 can
possess RF communication capabilities to support wireless data communication
over the data
communication link 18.
The RF communication over the data communications link 18 is, in a preferred
implementation, a very low power link, and a highly secure link (for exainple,
certified for
use at military installations).
In a preferred implementation, the vehicle asset communicator 16 is an
industrial
vehicle monitoring device installed on a mobile asset. As mentioned
previously, the mobile
asset functionally operates to manipulate RFID-tagged items 14 (for example,
by moving,
lifting, placing, and the like). The industrial vehicle monitoring device in a
preferred
implementation is a wireless, intelligent, asset-mounted computer that can be
programmed
with decision-making capabilities. Such a device for the vehicle asset
communicator is
available from I.D. Systems, Inc., of Hackensack, New Jersey. The asset-
mounted computer
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is interfaced into the vehicle to receive supply voltage. Additional
interfaces allow the
computer to receive information concerning operation of the asset (for
example, vehicle
motion status, speed and lift or tow status, operational parameters, and the
like). The
interface functionality further allows the monitoring device to interface to
numerous
peripherals for collecting data about the asset and the environment in which
the asset is
operating.
As an example, the device 16 uses its interface 20 to connect with the
peripheral
device 22 in the form of an RFID interrogator/reader 30. The
interrogator/reader 30 via a
read link 32 functions to read proximately located RFID tags 12 attached to
items 14. From
the RFID tags 12, the interrogator/reader 30 captures captured item
identification information
relating to the item(s). This captured item identification information from
the proximately
located RFID tags 12 passes through the interface 20 to the vehicle asset
communicator 16
where it is transmitted over the data communications link 18 (via gateway 26)
to the central
data processing system 24.
Thus, if the mobile asset were moving a certain pallet (i.e., an item 14), the
interrogator/reader 30 would read the RFID tag 12 attached to that pallet to
obtain its
identification, and the vehicle asset communicator 16 would transmit that
pallet identification
to the central data processing system 24 over the data communications link 18.
In this way,
the system 10 can track item location in connection and association with a
mobile
asset/moving vehicle.
The system 10 accordingly permits the tracking of a number of pieces of
information
relating to the items and the assets. For example, the vehicle asset
communicator 16 may
include a locator functionality (for example, using GPS, triangulation or
other known location
systems) and communicate over the data communications link 18 to the central
data
processing system 24 the location of the vehicle at a certain time, or in
connection with
performing a certain activity (such, lifting, placing, loading, and the like).
The
communicated location information can further be associated with other
collected
information.
The vehicle asset communicator 16 may include a user/operator data input
device
(such as a keypad or touchscreen) through which that user/operator enters data
of interest (for
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example, access codes, log-in codes, operation codes, maintenance information,
and the like).
The user/operator entered information is then communicated over the data
communications
link 18 to the central data processing system 24.
The vehicle asset communicator 16 can further utilize the RFID reader 30 to
read
from the RFID tag 12 the identification of the item being manipulated, and
associate that
identification with a timestamp indicating when the item was manipulated. If
the
communicator is location enabled, the location where the manipulation occurred
is also
collected. All this information may then be communicated over the data
communications
link 18 to the central data processing system 24 where it can be processed so
as to allow for
identification of the item, its route of travel, and the times when it was
manipulated.
The vehicle asset communicator 16 can further utilize the collected location
data in
connection with a data communication report made to the central data
processing system 24.
The location data can be processed, in connection with the other reported time
stamped data,
so as to allow the system 10 to validate the moves made by the asset/vehicle
in the sense of
monitoring place and time of movement and confirming asset/vehicle
authorization to be at
that place at the noted time.
The system 10 uses the peripheral connection 20 support provided by the asset-
mounted computer of the vehicle asset communicator 16 to interface with the
wireless RFID
interrogator 30. The system 10 accordingly can integrate the RFID reader into
a wireless,
intelligent, asset-mounted computer, such that intelligent, automated,
accurate interrogations
will occur for items being manipulated by the vehicle. This would enable the
reading of
RFID tags in any location within or outside a facility, without the need for a
fixed portal
infrastructure, by leveraging the processing capabilities of mobile,
intelligent, wireless
devices (i.e., the vehicle asset communicator). The communicator and reader
accordingly
may form a "mobile portal" that allows for RFID read data to be collected in
connection with
vehicle operation. The mobile portal may comprise additional elements such as,
but not
limited to, a controller for controlling operation of the mobile portal, a
data storage device for
storing data captured by the RFID Reader 30, and/or a Mobile Portal Processor.
When the
vehicle moves into communication range of the gateway device 26, a data
communications
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link is established between the communicator and the central data processing
system to
enable communication of pertinent data.
A number of benefits accrue from use of the system 10 over conventional
systems.
Lowest cost device on the item - RFID tags are becoming the standard. RFID tag
readers on vehicles/assets use the lowest possible cost RFID tag system on the
numerous
items to be tracked. As RFID tags are proliferated, the system becomes
significantly more
comprehensive.
Secure RF system - the RF system on the asset that transmits the RFID tag data
to the
central database is proven secure (for example, is currently installed on
military bases). The
system has been through DITSCAP approval.
Data processing power on the vehicle/asset allows decisions to be made
remotely
without reliance on a central computer. The RF device on each vehicle/asset
not only
identifies the item being manipulated, but also provides instantaneous
feedback to the
operator in case there is a mistalce (i.e., the operator is told he is
manipulating the wrong item
in comparison to, for example, a shipping list). Data from each manipulation
is analyzed
remotely at the asset without relying on the central computer. This lessons
the load on the
central computer and significantly reduces the response time it takes to
convey the validity of
each item manipulation to the operator.
Significantly fewer RFID tag readers are required than conventional systems.
Typically, tagged items are identified when they pass through fixed portals.
These fixed
portals are limited in number and usually monitor the item twice (once on
their way in and
once on their way out). The location of a particular item is therefore
impossible to determine
unless portals are installed on nearly every inch of the facility. Using the
system 10, the
RFID readers are powered from the vehicle/asset, thus allowing the assets
themselves to
function as mobile portals. As a result, management can determine the precise
location of an
item whether it is stationary or on the move. By utilizing the vehicles/assets
that move the
items as mobile portals, the installation of much fewer portals throughout the
facility is
achievable while allowing for essentially an unlimited number of monitoring
points.
Another significant benefit of the system is the elimination of the need for
real-time
network access for the RFID interrogator, especially in a situation where the
interrogator
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must be mobile. This implementation creates a "nested" RFID tag system, in
which the
initial read would transpire at the vehicle, with the interrogated data stored
on the mobile,
asset-mounted computer, followed by a secondary data transfer between the
mobile, asset-
mounted computer and its wireless infrastructure. For example, by adding tag
reading
capability to the vehicle-mounted system of an airport baggage handler, the
operator of a tug
or belt loader can scan and/or verify bags (i.e., items) as they are loaded
onto a plane, right at
the plane, without requiring real-time network access for a mobile
interrogator or requiring
the driver to drive through a portal, both of which might hold up the airplane
loading process.
The manifest of bags on the plane would then be stored on the mobile,
intelligent, wireless
device. Additionally, because the mobile, intelligent computer can include
vehicle access
control authentication, the system can also record the person that loaded the
plane and the
location and time of the process. Because the mobile, intelligent computer can
also store a
passenger baggage manifest, it can also double check each bag for positive
passenger
baggage matching. Because the mobile, intelligent computer can provide for a
display, it can
notify the driver of the vehicle about any unexpected baggage scans, such as a
bag that is not
in the manifest. When the vehicle device comes back into range of its RF
infrastructure, even
if not available at the airplane loading point, all verifications and uploads
would transpire and
no data would be lost. In general, this implementation would greatly simplify
installation
requirements and eliminate a major source of system failure/delay during
airplane loading.
Yet another significant benefit of the present system is the automation of the
scanning
process. In a conventional system, the scanning process is either constantly
performed, such
as at a fixed portal, or is initiated via a manual process, such as pressing a
scan button. In a
mobile vehicle environment, such as at a warehouse distribution center, the
items (such as
pallets) are often in range of a vehicle that is not actually moving the
pallet. As a result, the
likelihood for false reads is significant with a "constant" read approach at
the vehicle. The
manual scan process is also flawed in that it requires a vehicle operator to
remember to press
the scan button to perform a scan, and the scan will only occur once. The
fixed portal
approach is also unreasonable, in that it requires the driver to drive
potentially long distances
to the nearest portal to perform a read. In this implementation, the mobile,
asset-mounted
computer is aware of the vehicle's lift/tug status and/or motion status (i.e.,
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tagged items). Throughout the present description, the vehicle's lift/tug
status and/or motion
status may be referred to as the vehicle's operational status. However, a
vehicle's operational
status may include additional states beyond the lift/tug status and motion
status.
Using these inputs to initiate RFID tag scans in an intelligent way provides
for an
accurate, automated solution for pallet scanning, for example. The initial
read would
transpire at the vehicle, at the time the load is first lifted or tugged, with
the interrogated data
stored at the vehicle. Then, while the vehicle is in motion, the system can
optionally scan
periodically to further validate the resultant list of scanned items against
the initial list, to
improve scanning accuracy.
For example, if on the initial scan, an item is scanned which is not actually
on the
forklift, it will not appear again on a subsequent scan after the vehicle has
traveled a certain
distance. The list of items would continue to be "honed" until the vehicle
either comes to a
stop or drops the load. At that point, the intelligent, mobile, asset-mounted
computer will
perform a secondary data transfer of the accurate list of loaded items to its
wireless
infrastructure. This solution can, for example, add accurate tag reading
capability to each
factory vehicle in a distribution warehouse, without the operator of the
forlclift or pallet rider
actively initiating any scans or driving through a portal, and without
requiring real-time
network access for the mobile interrogator which could be nearly impossible in
such an
uncontrolled environment. The list of moved pallets would then be stored on
the mobile,
intelligent, wireless device. Additionally, because the mobile, intelligent
computer can
include vehicle access control authentication, the system can also record the
person that
moved the items and the location and time of the process. Because the mobile,
intelligent
computer can also include a lift weight sensor, it can also transmit and/or
double check each
pallet's weight. When the vehicle device comes back into range of its RF
infrastructure, even
if not available at every pickup point within the warehouse, all uploads would
transpire and
no data would be lost. In general, this implementation would greatly simplify
installation
requirements, eliminating the need for each vehicle operator to drive through
a fixed portal to
perform a scan, which would improve factory efficiency. Since the mobile asset
can
determine its location at all times, the start and end locations can also be
transmitted with the
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final "honed" list of tags, rather than sending the scan location for each
intermediate scan
attempt.
It will, of course, be understood that the foregoing example relating to
validating scan
content in the context of airport baggage handling has much broader
application to any item
manipulation process including the pallet handling examples.
The vehicle asset communicator 16 may further support bi-directional
communications over the data communications link 18. Such communications may,
for
example, be effectuated using 2-way paging. With bi-directional communication
support,
item manipulation jobs can be downloaded to the vehicle/asset operator. This
would initiate
the need to perform an RFID scan. The job contents/specification can further
be used to
validate the RFID scan and thus the manipulation of the items identified by
that scan. Given
reported vehicle/asset location information, the downloaded job can be
efficiently sent to an
available operator (vehicle) which is closest to the currently believed
location of the items
which are the subject of the job.
In the context of an RFID tagged container (or other item containing device),
it will
be understood that the RFID tag may include the identifications for items
contained in the
container and that the item identifications will be communicated to the
central data
processing system 24 following a read of the container RFID tag.
Reference is now made to Fig. 2 wherein there is shown an implementation
configuration for the system 10. Each vehicle asset communicator 16 supports
multiple
sensors with respect to the vehicle/asset to which it is mounted. The vehicle
asset
communicator 16 functions as an autonomous embedded device. With respect to
data
communications, the vehicle asset communicator 16 is not provided with an IP
address.
The data communications link 18 supports communications between the vehicle
asset
communicator 16 and the gateways 26. This link 18 is preferably a bi-
directional RF
communications link in the 868-928 MHz RF band. Operationally, the vehicle
asset
communicator 16 and gateway 26 support frequency agile access to the link 18,
and
communications are maintained at low power so as to not interfere with other
RF systems.
The gateways 26 are preferably strategically located with respect to the
environment
within which the system 10 operates. For example, the gateways can be
positioned at critical
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access points such as entrances and exits. Multiple gateways 26 are provided
so that no
single point of failure exists with respect to the data communication path
between the vehicle
asset communicator 16 and the data processing system 24.
The connection between the gateway 26 and the data processing system 24 is
preferably an Ethernet LAN/WAN. UDP/IP protocols can be used for the data
communications. The data processing system 24 may be configured as a
Microsoft@ SQL
Server having access to a Microsoft SQL Server database. Windows -based
services are
provided on the server which can be a part of a larger existing computer
network if desired
(or alternatively operated on a stand-alone basis). Other computers on the
network run
Windows -based or Web-based support software. Communication between other
computers
and server associated with the system 10 is supported by the Ethernet LAN/WAN
and utilize
ODBC or SQLOLEDB over TCP/IP.
Reference is now made to Fig. 3 wherein there is shown an operational
implementation diagram for a vehicle asset communicator 16. The vehicle asset
communicator 16 is associated with a mobile asset or vehicle (for example,
mounted therein)
and receives power 40 from the asset itself (wherein the asset is identified
for exemplary
purposes herein as a forklift). Through its peripheral interface 20, the
vehicle asset
communicator 16 is coupled to a plurality of vehicle sensors 42 that function
to detect certain
operational conditions of the vehicle. For example, the sensors 42 may
function to detect
whether the forklift vehicle's lift mechanism is moving (and the direction,
such as up/down,
of that movement). As another example, the sensors 42 may function to detect
whether a
load is present on the lift mechanism (and the weight of that load). Still
further, as an
example, the sensors 42 may function to detect whether or not the forklift
vehicle is moving
(and provide information concerning speed of the vehicle). Each of the sensors
42 may
provide data regarding the operation of the vehicle. Such vehicle operational
data may
include, but is not limited to vehicle motion, lift operation, lift direction,
load presence, load
weight, vehicle speed, vehicle direction, vehicle location, vehicle type, and
vehicle operator.
The vehicle operational data may also be referred to as the vehicle
operational status or the
vehicle operational characteristics.
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Data collected by these sensors 42 is provided to the vehicle asset
communicator 16
for processing in the manner described herein. The vehicle asset communicator
16 can also
be coupled to the vehicle's starter or interlock system, which functions to
interrupt and
control vehicle use. This permits the vehicle asset communicator 16 to verify
and validate
the operator of the vehicle before permitting its use.
Through its peripheral interface 20, the vehicle asset communicator 16 is
further
coupled to RFID reader/interrogator 30. As discussed herein, the interrogator
30 reads the
identification information from proximately located RFID tags. The
communicator 16 may
control actuation of the interrogator 30. In one implementation, the
interrogator can be
turned on whenever the communicator 16 is on. Thus, RFID reads will occur
substantially
continuously. In another implementation, the interrogator can be selectively
turned on at the
instruction of the communicator 16. Thus, RFID reads only occur when desired
(for
example, as an event driven exercise). Beneficially, this implementation
minimizes spurious
read and RF interference due to reads and can be used to substantially improve
read accuracy,
since multiple reads can be combined with sensor data to "hone" a tag list.
The vehicle asset communicator 16 supports a number of processor driven
functionalities 50 (executed in response to and under the control of an
algorithm executed by
a processor within the vehicle asset communicator). One primary function
performed is data
storage (for example, through use of a RAM). Data collected from peripheral
devices 22
(vehicle sensors, RFID reader 30, and the like) can be temporarily stored in
the data storage
memory in the event the communicator 16 does not, or cannot, communicate that
data over
the link 18.
The vehicle asset communicator 16 is also an autonomous, intelligent device
and
accordingly includes processing functionality that governs its actions. This
processing
functionality can determine when to take sensor and/or RFID reads and when to
make data
communications. For example, a read or communication may be triggered by
identifying the
occurrence of an event of interest (such as vehicle movement or item
manipulation or
location detection). The vehicle asset communicator 16 still further includes
a radio
frequency (RF) communications functionality. In one implementation, that
functionality can
be only a transmit operation. In another implementation, the functionality is
a transceiver
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which supports both transmit and receive operations. Preferably, the RF
communications are
low power and secured - as an example, communications frequency agile in the
868-928
MHz RF band.
The vehicle asset communicator 16 still further incorporates, or supports the
connection to, a visual display and a data entry device. As an example, both
display and
entry can be accommodated using a touchscreen. Separate LED/LCD display and
data entry
keypads provide another optional implementation. Data entered through the data
entry
device is handled by the processing functionality and stored in the data
storage memory.
Additionally, as discussed herein the vehicle asset communicator 16 includes,
or supports
connection to, a geographic location system such as a GPS receiver or a
triangulation system.
Location data is collected at the direction of the processing functionality
and stored in the
data storage memory.
The vehicle asset communicator 16 configured in the manner described herein
allows
for the collection of important data in a related manner. For example, through
the vehicle
sensors the vehicle asset communicator 16 can determine that an item
manipulation is
occurring (for example, a pallet is now on the lift). Responsive thereto, the
processing
functionality can order the RFID reader 30 interrogate the RFID tag for the
item and collect
the associated identification data. This data can be stored in the data
storage memory and
transmitted, when appropriate, using the RF communications functionality over
the link 18.
Location data may also be collected and associated with the identification
data to
provide a record of where the item was manipulated and interrogated.
Monitoring of location
can continue as the mobile asset moves about the environment. Collected
location data can
be stored to enable tracking of mobile asset movement in connection with the
handling and
manipulation of the item.
Through the data entry device, the identification of the mobile asset operator
can be
obtained with this information also stored in the data storage memory in
association with the
item being handled. In this way, a record is kept of who was involved in data
handling and
operation of the mobile asset. All of the foregoing data can be time stamped
so as to record
when the data was collected. Again, this time information is stored by the
data storage
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memory in association with the other data. Thus a record is kept of when each
read or data
collection event occurred.
An appropriate processing algorithm can be created within the capabilities of
one
skilled in the art to govern the operations of the vehicle asset communicator
processor. Some
functional operations to be performed by the processor are discussed in detail
herein.
Reference is now made to Fig. 4 wherein there is shown a functional block
diagram
describing operation of the system of Fig. 1. The vehicle asset communicator
16 includes an
RFID reader/interrogator 30 and further monitors the mobile asset operation.
Certain
operational actions taken by the mobile asset trigger actuation of the RFID
reader/interrogator
30 to obtain item identification from proximately located RFID tags 12. The
processing
functionality processes the identification data obtained by the RFID reader 30
in comparison
with stored data obtained from the central data processing system 24 which
specifies the
items to be manipulated by that mobile asset. The processing functionality can
accordingly
ensure accuracy in the item manipulation process. For example, the central
data processing
system 24 may specify that certain items are to be moved from one location to
another.
When the mobile asset reaches the first location and captures the items, an
RFID read is
performed to obtain the identification of the items being captured. This list
of item
identifications is then compared by the processing functionality in the
vehicle asset
communicator 16 to ensure that the proper items have been captured. If a
discrepancy is
found (i.e., too many items, wrong items, not enough items, missing items, and
the like), the
operator of the mobile asset is notified through the display so that
corrective action can
immediately be taken. A discrepancy report can also be formatted by the
vehicle asset
communicator 16 for transmission back to the central data processing system
24.
As mentioned before, the RFID read can be triggered by a certain event. For
example, the mobile asset may move about the environment and if the RFID
reader were
active then many irrelevant identification reads would occur. With event
triggering, the
number of reads can be controlled, thus making the collected data more
relevant and accurate.
In one example, as a forlclift moves about a warehouse without a load of
items, no RFID
reads are taken. This not only eliminates spurious reads from the forklift's
reader, but also
prevents interference with adjacent forklifts. When the forklift stops and
drops its lift to
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access an item, this event acts as a trigger and the RFID reader is activated
to check for
proximately locate RFID tags. The read identifications are then captured and
stored by the
vehicle asset communicator. The forlclift then drives off with its collected
items. This
triggers a second RFID read for proximately located RFID tags. The currently
read
identifications are captured and compared with the previously read and stored
identifications.
This comparison functions to confirm that the items identified in the first
read are still present
on the forklift. If an item is missing as identified by the comparison an
alert can be
generated. Also, if an item is missing, this could be indicative of the fact
that the read item
was proximately located to the forklift when the lift dropped, but was not one
of the items
which was captured and moved; alternatively, the missing item may indicate a
read failure
during this scan. Still further, if a new item is found then this would be
indicative of a
spurious read (of a proximate but not loaded item) as it is not possible to
have captured a new
tagged item while the forklift is in motion, or of a failure rate from a
previous attempt. This
new item read can then be ignored. This process can be repeated periodically
throughout the
duration of the movement to further validate the list of loaded items, and
resolve
discrepancies between RFID read rate issues with non-loaded items. It will
thus be
understood that validation of the loaded items can be more accurately made
than could
otherwise be done with a single scan.
The gateway 26 functions to receive data transmitted from the vehicle asset
communicator 16 over the link 18. The gateway 26 further functions, in
implementations
where the vehicle asset communicator 16 possesses transceiver RF
functionality, to send data
received from the central data processing system 24 to the vehicle asset
communicator. As
mentioned herein, this transmitted data may comprise a specification of items
to be
manipulated by the mobile asset. The gateway 26 supports communication with a
plurality of
vehicle asset communicators 16 and thus functions as a node in a distributed
processing
system.
The central data processing system 24 supports discontinuous communications
connections with the plurality of vehicle asset communicators 16. No real-time
communications link need be established with the vehicle asset communicators
16. For
example, with respect to the vehicle asset communicator 16, it can store data
to be
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transmitted to the central data processing system 24 and wait for an
appropriate time when
access to the gateway 26 over the link 18 becomes available. Similarly, with
respect to the
central data processing system 24, it can communicate a message intended for
delivery to a
certain vehicle asset communicator 16 to one or more of the gateways 26 where
the message
is queued for later delivery by that gateway when the addressed vehicle asset
communicator
comes into communications range.
Importantly, the central data processing system 24 need not make any decisions
about
the validity of RFID reads or the data it receives from vehicle asset
communicators 16.
Instead, the vehicle asset communicators 16 operate as autonomous devices with
processing
functionality that allows each communicator to evaluate the validity of its
RFID reads and
thus communicate validity checked data over the link 18 to the central data
processing system
24. Additionally, the central data processing system 24 need not micro-manage
the
operations of the vehicle asset communicators, as the autonomous operation and
intelligent
processing functionality of the vehicle asset communicators allows the
communicators to
function with minimal, and in some instance no, instruction. In this way, it
will be
recognized that only necessary data is transmitted and received by the central
data processing
system 24. The abilities of the vehicle asset communicator 16 and gateway 26
to engage in
decision making advantageously eliminate the need for middleware, real-time
communications links, and unnecessary communication. Instead, problems can be
detected
and addressed with the vehicle asset communicator 16 thus obviating the need
for the large
data processing capabilities at the central node.
It will of course be understood that the vehicle asset communicator and its
associated
RFID reader 30 could be installed on a moveable item/asset itself (such as a
freight container,
a trailer, a railroad freight car, and the like). Since these items/assets may
not be powered for
movement, the vehicle asset communicator 16 must receive power from an
alternate power
source 60 (see Fig. 3) such as a rechargeable battery. When in this
configuration, the
"mobile portal" can read the identifications of tagged items as they are
placed in or removed
from the moveable asset/item. Then, when the moveable asset/item is moved into
range of a
gateway 26, for example, when a trailer drives off a lot or a container is
loaded on a ship, the
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read identification information for the current item contents can be
communicated through
the gateway 26 to the central data processing system 24.
A more complete understanding of the configuration and operation of the system
of
the present invention may be obtained by consideration of the following
operational
characteristics.
First, it is recognized that the mobile portal can read and store RFID
information in an
autonomous manner (i.e., without the use of the wireless gateway or the
central processing
computer). In this way, reads can occur regardless of whether a wireless
connection with the
central computer exists. Additionally, one can be assured of the performance
of a read,
regardless of wireless connection state, since the mobile portal can make the
read and store
the data until an opportunity arises to wirelessly communicate with the
central computer.
The system is accordingly much more robust and immune to interfering wireless
systems.
Second, since the RFID reads can be triggered by events such as vehicle
movement
and/or lift operation alone, and further does not require the existence of a
wireless
communication link to the central computer, there is no need in a given
environment for fixed
portals. As discussed herein, such portals are extremely wasteful for drivers
to pass through
in the course of business (wastes of time and money).
Third, because the mobile portals are intelligent computing devices, the
mobile portal
can take actions on its own (in accordance with its programming) without
commands from a
central processing system. For example, the mobile portal can decide on its
own to shut
down in the event of an invalid read or alternatively generate and alert or
warning to an
operator. Still further, the mobile portal can monitor for state of completion
concerning a
designated task and provide status updates to the operator concerning
completion of that task.
Additionally, the mobile portals can "think" in a deductive reasoning capacity
with respect to
the collected data and then draw necessary conclusions with respect to item
manipulation.
Fourth, the intelligent computing device design for the mobile portals further
facilitates control over use of the mobile asset. Again acting in an
autonomous or semi-
autonomous manner, the mobile portal can exercise control over use of the
mobile asset by
requiring an operator to present identification prior to enabling the asset
for operation. In this
way, once knowledge of the authorized operator is presented, the mobile portal
can associate
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that operator identification to each RFID read in an automatic manner. This
information can
be saved and remotely reported, and thus allows for tracking of which operator
manipulated
each item.
Fifth, through use of the locating component, the mobile portal can implement
its own
continuous vehicle location determination technique (indoors and outdoors) in
an automatic
fashion. This allows the mobile portal to associate each RFID read to a
location. The
location information can be coupled by the mobile portal with other data, such
as vehicle
sensor data, to associate operation locations to RFID tagged items and the
movement or
manipulation of those items.
Sixth, the collected sensor data can be associated with RFID reads. For
example, an
amount of weight lifted, a distance traveled, a length of time controlled, and
the like, can all
comprise pieces of information that are associated with a read. This data
becomes even more
valuable when further linked to location data as discussed herein.
Seventh, the mobile portal can implement an auto-read algorithm wherein it
exercises
control over when, where and how often RFID reads are taken. The algorithm
further can
intelligently draw conclusions from the reads and the instances of those reads
concerning
what, where, when and how items are being manipulated. For example, the mobile
portal can
leverage knowledge of lift status and vehicle movement status (including
distance traveled) to
intelligently cause multiple RFID reads to occur and the filter out read
information which do
not "stay" with the vehicle during lift and/or movement so as to provide
significantly
improved read accuracy. Thus, RFID reads are not saved with respect to nearby
located
items since that data will not be present over the course of the multiple RFID
reads displaced
over time and/or distance. In this way, the mobile portal can accurately
report only as to
those items which actually have been manipulated.
Eighth, since the algorithm is automatically executed (i.e., without need for
human
interaction and control), and further is initiated by the mobile portal itself
(i.e., without need
for central computer interaction and control), human error and environmental
communications conditions are eliminated as factors which could adversely
affect the read
process.
While the invention has been disclosed in its preferred forms, it will be
apparent to
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those skilled in the art that many modifications, additions, and deletions can
be made therein
without departing from the spirit and scope of the invention and its
equivalents as set forth in
the following claims.
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